Spray carburetor



Patented Dec. 23, 1924.

UNITED s'rares PATENT OFFICE. I

vE'll'Ci-IEL'BTIEI A. RIOTTE, 0F MANI-IASSET, NEW YORK, ASSIGNOR TO STANDARD MOTOR M CONSTRUCTION COMPANY, OF JERSEY CITY, NEW JERSEY, A CORPORATION OF NEW JERSEY.

SPRAY CARBURETOR.

Application filed December 12, 1921. Serial No. 521,641.

1 '0 all whom it may concern:

Be it known that I, EUGENE A. RIOTTE, a citizen of the United States of America, residing at Manhasset, Nassau County, New York, have invented a new and useful Spray Carburetor, of which the following is a specification.

My invention relates to improvements in internal combustion engines, and has particular value when employed in connection with an engine of the type set forth in my co-pending application, Serial No. 517,918, filed November 26, 1921.

The object of the present invention is to improve the construction of the fuel spraying device, and this will be well understood from a reading of the following description and an examination of the accompanying drawings, in which:

Figure 1 is a side elevation, partly in section, of that part of an engine inlet pipe in which the spray carburetor is located;

Fig. 2 is a warped sectional view illustrating various parts.

1 represents a portion of an intake pipe of an internal combustion engine. 2 represents a throttle valve. 3 represents a chamber in which liquid fuel is maintained at a substantially fixed level by means of a floatcontrolled valve 4 at the fuel supply inlet. 5 represents a float, which surrounds the valve 4, and 66 represents levers by which the motion of the float is transmitted to the valve 1 to close it when the designed liquid level has been reached. When this level is lowered the slightest, it permits the valve 4: to be opened, to permit additional fuel to enter, to re-establish the level. 1

7 is a passage leading from the interior of chamber 3 to a sprayer nozzle 8. The float operates to hold the level of liquid close to the tip of the nozzle 8. In the region of the nozzle the inlet pipe is contracted as at 9, something like a Venturi passage, whereby air flowing rapidly through said contraction and over the tip of the nozzle will draw fuel therefrom and convert it into a fine spray or mist which, when mixed with the air in the proper proportion, forms the explosive or combustible mixture.

It will be understood that the chamber 3 is closed to atmosphere.

10 is a passage connecting the interior of the chamber 3 above the liquid level with the interior of the inlet pipe, whereby there'will be created within the chamber 3 a suction corresponding to the suction'within the inlet pipe, whereby liquid within the chamber 3 may freely flow by gravity to the nozzle 8. In the form shown, the passage 10-communicates with an annular groove 10 in the outer walls of the piece which forms the contraction 9, and 10"10 are a series of passages which connect the annular groove 10 with the interior of the pipe in the region of the nozzle. In the event a rush of air past the ends of the passages 10"---1O should tend to 3 supplement the suction pressure, it is obvious that it might retard the gravity flow of fuel from the chamber 3 to the nozzle 8, and hence, in such an event, I provide suitable means to guard against this and lessen the suction effect to the desired degree.

In the form shown I provide a ledge 11 in front of the inner ends of the passages 10, to retard said flow at the ends of the passages 10 10. Other means might be provided for accomplishing this purpose, so as to guarantee that the suction pressure in the chamber 3 will be sufficiently like that within the inlet pipe to permit the proper flow of fuel from the chamber to the nozzle.

For the purpose of regulating this flow I provide a regulating valve 12 in the passage 7. As shown, the course of air through the inlet pipe 1 is in the direction of the arrow (Fig. 1), and, as indicated in that figure, the throttle valve 2 is located in advance of the carburetor, which, in some cases, is a preferred construction. Where the throttle is so placed, it is manifest that the suction conditions in the inlet pipe beyond the said throttle will vary with the different positions of the throttle and the speed of the engine. Hence, in such cases, it is highly desirable to provide the aforesaid means for balancing the pressures within the inlet pipe and the chamber 3.

It will be understood that my showing of the invention in the accompanying drawings is very largely conventional, and that the means as described is open to modification in many ways, without departing from the spirit or scope of the appended claims. It

should also be understood that I have used the term carburetor in a generic sense as referring to any appropriate means for converting solid liquid into a fine spray or mist.

I have referred to the contraction in the inlet-pipe as similar'to'a Venturi. passage, but it should be understood that I do not intend that the invention should be construed as limited to the particular proportions or angle of contraction herein illustrated, as they may be modified considerably Within the scope of my invention.

l Vllat I claim is:

In a carburetor for an internal combustion engine, an inlet pipe having a contraction therein, a spray nozzle in said contraction, an enclosed chamber in communication with said nozzle, a fuel supply pipe leading to said chamber, means ithereln for nnaintaining a 1:)

liquid fuel level near the tip of said nozzle, a duct leading from said contraction to the upper partof said chamber, and means for maintaining within said chamber 'a'suction slightly less than the suction existing in the inlet pipe in the immediate region of said nozzle, and comprising a ledge adjacent to the end of said duct where it opens into said contracted passage.

EUGENE A. RIOTTE. 

